Control apparatus for engine starters



May 19, 1936. J. B. DYER ET AL 7 2,041,171

CONTROL APPARATUS FOR ENGINE STARTERS Filed Aug. 12, 1933- 4 Sheets-Sheet 1 mil, f2

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Sum/was May19, 1936. q. B. DYER ET AL 2,041,17

CONTROL APPARATUS FOR ENGINE STARTERS Filed Aug 12, 1933 4 Sheets-Sheet 3 Mane {I I I I To l A/l-rloM l 208 L 2/ 220 A we 2/7 r 7?: /6/-//7"/a/- I' AY ATTORNEY May 19, J DY ET AL CONTROL APPARATUS FOR ENGINE STARTERS Filed Aug. 12. 1933 4 Sheets-Sheet 4 Patented May 19, 1936 UNITED STATES PATENT OFFICE John B. Dyer, Pendleton,

Anderson; Ind.,

assignors, by

and James L. Arthur,

mesne assignments, to General Motors Corporation, Detroit, Mich a corporation of Delaware Application August 12, 1933, Serial No. 684,807 14 Claims. -(Cl. 290-38) This invention relates to control apparatus for engine starting devices, particularly that type of engine starting device which includes an electric starting motor which is rendered operative by operation of some control member which performs some other function than the mere control of the starting motor, is rendered inoperative during the time the engine is running under its own power and is adapted to be restarted in the event of accidental stalling of the engine either automatically or by operation of the aforesaid control member.

Devices of this character have been previously constructed in which the starting motor is arranged to be rendered operative by the operation of the ignition switch alone or by the operation of such switch and some other control member such as the accelerator pedal or the clutch pedal. In such devices the suction of the engine has been utilized to prevent operation of the starting motor during the time that the engine is running under its own power and certain difficulties have been encountered in providing a suction operated control device which is sufiiciently sensitive to prevent operation of the starting motor when the engine is rurming under heavy load with wide open throttle, at which time the suction is of course very low, and at the same time will not be operated by the engine suction during the cranking oi the engine by the starting motor under which conditions the suction may approach that which exists when the engine is operating under heavy load wide open throttle.

it is primary object of this invention to provide control apparatus for starting devices of this character which is rendered inoperative by the engine suction during all operating conditions when the engine running its own power but which are so constructed. that the starting motor is never rendered inoperative during the cranking operation.

It is a further object of the invention. to provide means operated by engine suction to control the starting device in the manner aforesaid and also to provide means controlled by the generator to render the starting motor inoperative during the operation of the engine under its own power so as to provide a further means of attaining this result in case the suction operated means becomes defective or fails to operate.

These objects are accomplished according to the present invention by the provision of a suc-= tion operated switch which controls the opera tion of the starting motor and which is provided with contacts which are opened and closed. by

pinion the action of a suction operated diaphragm, the latter being subject to two suctions on its op site sides, one of these suctions being communicated to one side of the diaphragm from a point posterior to the carburetor throttle, while suction is communicated to the opposite side of the diaphragm from a point anterior to the throttle. With such a device when the choke valve is closed, or nearly closed, as is the custom when starting the engine, these suctions tend to balance each other and a spring normally holds the diaphragm in such position as to maintain the suction operated switch in closed position during the engine cranking. When, however, the engine is operating under heavy load with wide open throttle, the choke valve is also open so that little, it any, suetion is communicated to one side of the diaphragm while to the other side of the diaphragm there is suficient suction communicated to move the dia phragm against the pressure of the spring and so cause the switch to be opened under any oper-= ating conditions when the engine is running under its own power.

Fin-titer objects advantages the present invention will be apparent from the following de= scription, reference being had to the accompany/"Q ing drawings wherein a preferred embodiment of one orni. oi the esent invention is clearly shown.

In'the draw i is w 1 present inventi' and 3 are iorins the in different diagram of one tor-tn 'ng diagrams of modified employi e somewhat as armature i a sleeve 22 which a overrunning' clutch the other final; er which is secured to or integral w a driving pinion adapted. to moved into engagement with a gear formed on the engine flywheel in order to turn said gear and start the engine whenever the starting motor is operative. The sleeve 2G is moved to the right in Fig. l in order to effect engagement of the with the flywheel gear and when this takes place the circuit between the starting motor to and the battery is closed by means which will now be described. in order to cause the starting motor to become operative.

To this end the sleeve 2 is provided with a grooved collar 32 which is slidable on the sleeve and said collar is engaged by pins 3t which pro- 0 one iner of:

.Iect from the lower ends 01' a bifurcated lever 88 suitably pivoted at 88 and pivotally connected at its upper end with the armature 48 of a solenoid which is indicated in its entirety by the reference character 42. When the solenoid 42 is energized the. lever 46 is moved in a counterclockwise direction and through the medium orthe collar 32, compresses a spring 44 which surrounds the sleeve 24 between the collar and the clutch 28 so as to move the pinion 28 into engagement with the flywheel gear in the usual manner and at the same time the left end or the armature 48 operates the movable contact 48 of the main starting motor switch to close the starting motor switch.

The starting motor is grounded through the connection 48 while a wire 58 leads from said motor to a fixed contact 52 01' the starting motor switch, while a second fixed contact 54 is connected by a wire 58 with a wire 58 which leads from the generator 59 hereinalter described, to a battery 88 grounded through the connection. 82. The movable contact 48 is normally held out of engagement with contacts 52 and 54 by a compression spring 84, but upon energization of the solenoid, the movable contact is moved into engagement with said fixed contacts to close the circuit of the starting motor. When this takes place current will flow from the battery 88 to the ground through the connection 82, through wires 58 and 58, contacts 54, 48, 52 and the wire 58 to the starting motor and thence through connection 48 to ground.

The starting motor will then cause the engine to start and when the engine is running under its own power, the starting motor is rendered inoperative by means afterwards described, at which time the lever 38 and the parts operated thereby will be moved to the normal position shown in Fig. 1 with the pinion 28 out of engagement with the gear 38.

The operation of the solenoid 42 is both manually and automatically controlled, the solenoid being caused to become energized upon the operation of one or more manually operated switches (in the form shown in the drawings by operation of the ignition switch only), and is de-energized by the action of engine suction. As stated previously, this suction is insufilcient to cause deenergization of the solenoid during the time the engine is being turned by the starting motor, but becomes sufficient to effect this function when the engine starts to operate under its own power and the suction operated control device is so constructed that the energization of the solenoid will be prevented as long as the engine continues to so operate, no matter what the operating conditions may be.

In order to control the operation of the solenoid in this manner it is provided with a winding 66, one end of which is connected by wire 88 with a fixed contact 18 of the ignition switch which is provided with a movable contact I2 connected by the wire I4 with the wire 58 above referred to, which leads to the battery. The fixed contact I8 is connected by a wire I5 which leads to the ignition system of the engine which is notshown herein. The other end of the winding 88 is connected by a wire I6 with a binding post I8 connected to the fixed contact 88 of a suction operated switch indicated in its entirety by the numeral 82. The switch has a movable contact 84 grounded as indicated at 88.

Obviously when the ignition switch is closed and the contacts 88 and 84 are closed, current will flow from the battery to ground through the connection 82 and from the battery through wires 58 and I4, the ignition switch and the wire 88 to the winding 88, thence through the wire 18, contacts I8 and 88 to ground again so that whenever the ignition switch and the switch 82 are both closed, the solenoid will be energized to cause the starting motor to become operative and to cause engagement of the gear 28 with the flywheel 38 as previously'desoribed. The ignition switch always remains closed during the entire operation of the engine, but the switch 82 although normally closed, when the engine is not in operation, is caused to be opened when the engine is running as previously described and the operation of said switch 82 is entirely automatic as will appear hereinafter.

The reference 88 denotes the intake manifol of the engine which is of the usual construction and to which is connected a carburetor 98 which is provided with the usual fuel chamber 52 and intake passage 94 to which air is admitted through the open end 96 and to which fuel is supplied through the main nozzle 98 and a pas sage I88 which supplies fuel for idling. The flow through the intake passage is controlled by a throttle valve I82 which is of conventional construction and is adapted to be opened or closed to varying degrees to control the speed of the engine in the usual way. A choke valve I84 is also provided adjacent the inlet end of the intake passage. This valve is designed to be opened wide during normal operation of the engine and its use is primarily to facilitate starting of the engine, at which time the said valve I84 is almost or entirely closed. The carburetor may be of any conventional design.

The switch 82 comprises two metal shells H8 and H2 which are flanged at the edges and are suitably connected together to form a fluid tight joint with a flexible diaphragm H4 clamped between the edges of the shells. This diaphragm may be of any suitable flexible material and two metallic disks H8 and H8 of concave form are provided on opposite sides of the diaphragm while extending through the diaphragm and these disks is a rivet which is provided with an enlarged head I28 adapted to engage a flat spring I22 which carries the movable contact 84 and is suitably riveted to the housing H8, the rivet I28 being riveted over the disk H8 to hold the assembly together.

Extending through the shell I I2 is a nipple I24 which is flanged within the shell and is provided with a shoulder I28 which engages a washer I28 lying between the shoulder and the shell. while the end of the nipple which projects outside the shell is threaded and a suitable nut I38 may be tightened against the shell to provide a fluid tight shell, the shell being clamped between the washer I28 and the nut. Also threaded on the nipple is a coupling member I32 which has a reduced threaded end I34 adapted to be screwed into the wall of the manifold 88 and having a bore I36 therethrough which communicates with the manifold and permits the suction of the manifold to be communicated therethrough to the space within the shell I I2 so that the suction thus communicated tends to pull the diaphragm I I4 to the right to the position shown in Fig. 4 of the drawings. Received within the nipple I24 is a spring I38 which normally moves the diaphragm to the left so as to hold the contacts 88 and 84 in engagement when the engine is not running. This spring is received between the disk H8 and a disk I 40 which is positioned between the end of the nipple I24 and a shoulder on the coupling member I32. Such disk is provided wtih a small orifice N2 the purpose of which will be described later.

Communicating with the space on the opposite side of the disk I I4 is a suction conduit I, which is provided with suitable coupling members 546 and M8, by means of which the conduit is connected to the shell H and to the carburetor intake passage at a point immediately posterior to the choke valve. Obviously, whatever suction or partial vacuum is maintained at any' time at the point where the coupling member communicates with the carburetor intake will be communicated to the space within the shell H0 on the left side of the diaphragm as viewed in Fig. 4.

The operation of this switch is relatively simple. When the engine is at rest the spring 538 holds the switch contacts 30 and 84 closed. Normally when starting, the choke valve is closed or partially closed, while the throttle is open to some extent. Obviously when the choke valve is closed or partially closed there would be a sue tion or partial vacuum maintained at the point where the suction conduit M4 communicates with the carburetor intake and this suction will be communicted to the spacb within the shell 6 ill tending to aid the action of the spring H38 in holding the switch closed. .At this time suction will be communicated also through the passage i556 to the right side of the diaphragm ii id, but such sue tion will not be sufiicient during the time the start i e otor is cranking the engine to cause the to open. However, when the engine begins to up. under its own power the choke valve is necessarily opened to some extent, reducing the suction on the left side of the diaphragm and the construction is such that just as soon as the en as is sell-operative the suction communicated the right side of the diaphragm becomes suft to overcome both the pressure of the spring and the suction communicated to the left side or the diaphragm and causes the switch to open. Urfier all operating conditions the cholre valve must be opened to such an extent that it will s i. .possible to create sufilcient suction on the left side of the diaphragm to cause the switch contacts til and ti l to be held in engagement, but during the cranking operation when the choke valve is closed, the suction communicated to the left side of the diaphragm will always be sumcient to hold it closed and prevent its opening by the suction communicated through the passage tilt.

It will be, apparent, therefore, that the effective suction ten-ding to move the diaphragm to the right to open the swich is always insufficient dur i; the cranking operation to effect this function, but is never insurficient during the operation of the engine under its own power to fail to eiifect such function.

The orifice M2 is provided for the purpose of delaying the return of the diaphragm to the left after the switch has been opened. This is provided primarily for the purpose of preventing the reclosing of the switch, in the event that the en ginc has been started but stops practically immediately thereafter, before the shaft of the starting motor has ceased to turn. If some means of this nature were not provided the starting motor might be rendered operative and the gear 28 moved into engagement with the flywheel while it was still spinning, under the conditions referred to, which might result in broken teeth on the gear of flywheel, or other damage.

with the wire 2%.

In the modified form of the invention shown in Fig. 2, the suction operated switch which has been previously described, is of exactly the same construction as in the form of the invention shown in Fig. 1 and the description thereof need 5 not be repeated. However, the means for closing the switch of the starting motor and causing the engagement of the pinion driven thereby with the engine flywheel gear is somewhat different in construction and instead of employing an electromagnet or solenoid for this purpose, applicant has employed a small auxiliary electric motor, the construction being the same as that shown in applicants copending applications Nos. 589,642 and 608,476. In this construction as shown in Fig. 2, the starting motor is indicated at I60 and has an armature shaft 862 on which is splined a sleeve [64 which is secured to one member of an overrunning clutch 866, the other member of which is secured to or integral with the driving pinion I68, which is adapted to engage the dywheel gear l'ifl previously described. The sleeve is provided with an external spiral thread H2 on which is threaded a beveled gear Hi l which engages a beveled gear ll't secured to the armature 2 5 shaft are of a relatively small auxiliary motor its of the shunt wound type. The gear lid is prevented from movement axially with respect to the shaft 22 as fully described in the copending application No. 589,642 and since movement of W the gear in this manner is prevented, rotation of said gear by the motor ill causes longitudinal movement of the sleeve use which first causes engagement of the pinion its with the gear it'll and, subsequently, the closing of the switch of the starting motor. For this purpose there is secured to the sleeve in any suitable manner a grooved collar W2 which engages pins lu l projecting from the bifurcated end of a lever use pivoted at idii and having pivotally connected to the lower end thereof a rod 0% carrying a movable contact it? which is adapted to be moved into engagement with fixed contacts 196, and tee of the starter switch. The contact 89 i is connected by a wire (1% with the starting motor which is grounded by the connection 2M while the contact tilt is connected by a wire 23?; with a wire 2835 similar to the wire 58 previously referred to and leading to the battery 2% grounded at iUire 2M1 is connected by a wire 2m with the generator fill in the usual way.

When the starter switch. is closed, current will flow to ground through the connection 26% and from the battery through wires 2%, 232, the starter switch and wire 99% to the starting motor and from thence to ground through the connection The operation of the auxiliary motor which brings about the functions previously described, is controlled by operation of the ignition switch and a suction operated switch N3 of exact-:y the same construction as that described hereinbefcre. For this purpose the motor 636 which is provided with a shunt field 252 is ccnnecteol by a wire 2% with the fixed contact Elli of the ignition switch which is also connected as with the wire 2H7 leading to the ignition system of the engine and is adapted to be engaged by a movable contact Elli connected by the wire 22c Connecting with the auxiliary motor N30 is also a. wire 222 leading to the binding post 92 3 which is similar to the binding rest 78 and a ground. connection 226 similar to the ground connection 35 connects the suction operated switch with the ground.

When the ignition switch is closed current will 76 flow from the battery to ground through the wire 208 and from the battery through wires 204, 220,

the ignition switch, wire 2 l 2 to the auxiliary motor, thence through wire 222 to the suction operated switch H3 and through the ground connection 226 to ground again when the suction operated switch is closed. The completion of this circuit, causes the operation of the auxiliary m0- tcr I and rotation of the gear I14 to cause engegement of the pinion I58 with gear I10 and the closing of the starting motor switch. The starting motor then cranks the engine and when the latter becomes operative the suction operated switch is opened in the manner hereinbefore referred to and the operation of the auxiliary motor ceases. When this takes place the sleeve IE4 is moved to the left in a manner described in greater detail in the pending applications above referred to, which disengages the driving pinion from the flywheel gear and opens the starter switch. As previously pointed out, the construction of the auxiliary motor and starting motor is the same as that described in the earlier applications and a construction of the suction operated control switch in this form of the invention is exactly the same as in the form first described.

In the form of the invention shown in Fig. 3, the construction is precisely the same as shown in Fig. 2, with one exception. Only this particular exception will be described in detail hereinafter and the several parts of the two forms of the invention which are the same are indicated on the drawings by the same reference numerals. The difference in construction previously referred to resides in the provision of a wire indicated by the reference character 230 which connects with the wire 2H1 between the generator and the usual cut-out relay 232 and at its opposite end is connected with the wire 222 leading from the auxiliary motor to the binding post 224. 'When the engine begins to run under its own power the generator, through the wire 230, sets up a counter-voltage in the auxiliary motor which causes such motor to become inoperative and in the event of the suction operated control switch becoming defective through wear or for any other reason failing to act, the generator through the medium of the connection described will cause the auxiliary motor to become inoperative when the engine is running under its own power and the generator operating at a predetermined speed.

While the form of embodiment of the present invention as herein disclosed, constitutes a preferred form, it is to be understood that other forms might be adopted, all coming within the scope of the claims which follow.

What is claimed is as follows:

1. Control apparatus for engine starters comprising, a. current source, a starting motor adapted to be operated by current from said source, automatic means for controlling a circuit between said current source and the starting motor, an intake conduit for delivering a combustible mixture of fuel and air to the engine, a throttle valve for controlling the flow through said intake conduit and a single means controlled by the suction in said conduit on opposite sides of said throttle valve for controlling the operation of said automatic means.-

2. Control apparatus for engine starters comprising, a current source, a starting motor adapted to be operated by current from said source, automatic means for controlling a circuit between said current source and the starting motor,

an intake conduit for delivering a combustible mixture of fuel and air to the engine, a throttle valve for controlling the flow through said intake conduit, a choke valve for controlling admission of air to said intake conduit, suction operated means for controlling the operation of said automatic means, said suction operated means being subject to the suction at two points on opposite sides of the throttle valve but on the same side of the choke valve.

3. Control apparatus for engine starters comprising, a current source, a starting motor adapted to be operated by current from said source, automatic means for controlling a circuit between said current source and the starting motor, an intake conduit for delivering a combustible mixture of fuel and air to the engine, a throttle valve for controlling the flow through said intake conduit, a choke valve for controlling admission of air to said intake conduit, suction operated means for controlling the operation of said automatic means, said suction operated means being subject to the suction at two points on the anterior and posterior sides of the throttle valve, but both of said points being posterior to the choke valve.

4. Control apparatus for engine starters comprising, a current source, a starting motor adapted to be operated by current from said source, a switch for controlling a circuit between the current source and starting motor, an electro-mag net for operating said switch, a single suction operated means for deenergizing the magnet to cause said switch to open, said suction operated means being subject to different degrees of engins suction simultaneously.

5. Control apparatus for engine starters comprising, a current source, a starting motor adapted to be operated by current from said source, a switch for controlling a circuit between the our rent source and starting motor, an electro-magnet for operating said switch, a single suction operated means for deenergizing the magnet to cause said switch to open, an intake conduit for delivering a combustible mixture of fuel and air to the engine, a throttle in said conduit for controlling the flow therethrough, and means whereby said suction operated means is controlled by the suction on opposite sides of said throttle valve.

6. Control apparatus for engine starters comprising, a current source, a starting motor a'dapted to be operated by current from said source, a switch for controlling a circuit between the current source and starting motor, an electro-magnet for operating said switch, a suction operated means for deenergizing the magnet to cause said switch to open, an intake conduit for delivering a combustible mixture of fuel and air to the engine, a throttle in said conduit for controlling the flow therethrough, a choke valve for controlling admission of air to said intake conduit, and means whereby said suction operated means is controlled by suction at two points in said intake conduit, said two points lying on opposite sides of the throttle valve but on the same side of the choke valve.

7. Control apparatus for engine starters comprising, a current source, a starting motor adapted to be operated by current from said source,

a switch for controlling a circuit between the current source and starting motor, an electro-magnet for operating said switch, a suction operated switch in circuit with a winding of said magnet to control the operation thereof, and means whereby said last named switch is controlled by the suction at two points in said intake conduit on opposite sides of said throttle valve.

8. Control apparatus for engine starters comprising, a current source, a starting motor adapted to be operated by current from said source, a switch for controlling a circuit between the current source and starting motor, an electromagnet for operating said switch, a suction operated switch in circuit with a winding of said magnet to control the operation thereoi, said suction operated switch comprising afiuid tight chamber having a diaphragm movable therein to open and close said switch, and means for communicating the suction maintained in the intake conduit on opposite sides of the throttle valve to said chamber on opposite sides of the diaphragm.

9. Control apparatus for engine starters comprising, a current source, a starting motor adapted to be operated by current from said source, a switch for controlling a circuit between the current source and starting motor, an electro-magnet for operating said switch, a suction operated switch in circuit with a winding of said magnet to control the operation thereof, said suction operated switch comprising a fluid tight chamber having a diaphragm movable therein to open and close said switch, and a plurality of suction conduits for communicating the suction of the intake conduit to said chamber, one of said suction conduits extending from a point above the throttle to one side of the diaphragm and another of said conduits from a point below the throttle to the opposite sides of s'aid diaphragm.

10. Control apparatus for internal combustion engines, comprising in combination, a current source, a starting motor adapted to be operated by current from said source, a switch for controlling a circuit between the current source and starting motor, an electro-magnet for operating the switch, a member for controlling the operation of the engine, means whereby operation of said engine control member causes operation of the magnet to close the starter switch, single suction operated means for deenergizing the magnet to efiect opening of the starter switch, an intake conduit for delivering a combustible mixture of fuel and air to the engine, a throttle in said conduit for regulating the flow therethrough, and means whereby said suction operated means is controlled by suction on opposite sides of said throttle.

11. Control apparatus for internal combustion engines, comprising in combination, a current source, a starting motor adapted to be operated by current from said source, a switch for controlling a circuit between the current source and starting motor, an electro-magnet for operating the switch, a member for controlling operation of the engine, a switch operable by said engine control member for closing a magnet circuit to cause the magnet to close said starter switch, single suction operated means for breaking the magnet circuit to eiiect opening of the starter switch, an intake conduit for delivering a combustible mixture of iuel and air to the engine, a throttle in said conduit, and means whereby said suction operated means is controlled by suction on opposite sides of the throttle.

12. Control apparatus for internal combustion engines, comprising in combination, a current source, a starting motor adapted to be operated by current from said source, a switch for controlling a circuit between the current source and starting-motor, an electro-magnetior operating the switch, a member for controlling operation of the engine, a switch operable by said engine control member for closing a magnet circuit to cause the magnet to close said starter switch, a normally closed suction operated switch for controlling the magnet circuit and adapted when open to break the magnet circuit to effect opening 01' the starter switch, an intake conduit for delivering a combustible mixture of fuel and air to the engine, a throttle therein, and means whereby operation of said suction operated switch is controlled by suction on opposite sides of said throttle.

13. Control apparatus for engine starters comprising, a current source, a starting motor adapted to be operated by current from said source. t.

switch for controlling a circuit between the current source and starting motor, an electro-magnet for operating said switch, an ignition switch, means whereby closing of the ignition switch closes a magnet circuit to efiect closing of the starter switch, a single suction operated means operable to break the magnet circuit to effect opening of the starter switch, an intake conduit for supplying fuel mixture to the engine, a throttle therein, and means for communicating the suction of the entake conduit on opposite sides of the throttle to said suction operated means.

14. Control apparatus for engine starters comprising, a current source, a starting motor adapted to be operated by current from said source, a switch for controlling a circuit between the current source and starting motor, an electromagnet for operating said switch, an ignition switch, means whereby closing of the ignition switch closes the magnet circuit to efiect closing of the starter switch, a normally closed suction operated switch adapted when open to break the magnet circuit to eii'ect opening of the starter switch, an intake conduit for supplying fuel mixture to the engine, a throttle therein, and means for communicating the suction oi the intake conduit on opposite sides of the throttle to said suction operated switch to open said switch when the engine is running under its own power.

JOHN B. DYER. JAMES L. AR'I'HUR. 

